Engineer&#39;s valve.



Pafented Aug. 8, |899.

w. B. MANN. ENGINEEBS VALVE.

(Application lad Max'. 14, 1899...

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WILLIAM B. MANN, OF BALTIMORE, MARYLAND.

ENGINEERS VALVE.

SPECIFICATION forming' part Of :Letters Patent No. 630,384, dated August8, 1899. Application filed March 14, 1899.I Serial No. 709,010. (Nomodel.)

T0 ctZZ whom it may cul/werft.-

Be it known that I, WILLIAM B. MANN, a citizen of the United States ofAmerica, and a resident of the city of Baltimore, State of Maryland,have iuvented-a new and useful Improvement in Engineers Valves, whichinvention is fully set forth in the following specification.

My invention relates to engineers valves employed in connection withautomatic airbrake mechanism to control the supply of air to and itsescape from the train-pipe when the application or release of the brakesis eected. Valves of this class have several functions to perform.

First. When Yin release position, the valve should open a free passagefrom the main air-reservoir on the engine to the trainpipe, to the endthat pressure in said pipe may be raised to the point where it willoperate the triple valve to vent the brake-cylinder to the atmosphereand place the auxiliary reservoir in communication with the trainpipe.In this first or release position the engineers valve should also placethe main airreservoir in communication with the pumpgovernor, to the endthat the latter may act to check the pump when the pressure in the mainreservoir has reached the maximum desired.

Second. The engineer-s valve when in` graduating position should cut`off the; main reservoir from the train-pipe and place the latterincommunication with the atmosphere through a restricted passage, to theend that the slight reduction in train-pipe pressure required to securethe movements of the triple valves necessary for graduation or serviceapplication of the brakes may be` In this second or graduating posifromgraduating position, so as to clos'e the passage from the train-pipe tothe atmos; phere, it is necessary to still leave the pumpgovernor incommunication with the atmos phere until the desired excess of pressureis obtained, andthe third position is therefore known as the excessposition. the engineers valve is moved from the second or graduatingposition to the third or excess position and the escape of the column ofair which is rushing forward through the long train-pipe is thussuddenly cut oif, there is a tendency to create a pulse or wave ofincreased pressure, which would operate the triple valves on some of theforward cars of the train to release the brakes if means of relief werenot provided, and it is therefore necessary in the excess position tomomentarily open the train-pipe to the atmosphere just long enough tovent this increased pulse or wave.

Fourth. The desired pressure being secured in the main reservoir theengineers valve is moved to its fourth Vor blank positionthatis, aposition in which there is no communication between the main reservoirand the train-pipe or between the'latter andthe atmosphere for producingany movement of the triple valve. As this position is only assumed whenthe required excess of pressure is had in the main reservoir,communication is opened between the latter and the pumpgovernor, to theend that pressure may pass tothe latter and cause it to stop the pump.In case the desired excess of pressure in the main reservoir alreadyexists when the engineers valve is moved from the second or graduatingposition `there is no necessity for stopping the valve in the third orexcess position, and it may be moved at once from the second orgraduating to the fourth or blank position, and it is thereforenecessary in the blank position to provide means to relieve thetrain-pipe of the pulse or wave of back pressure mentioned in connectionwith the third or excess position.

Fifth. Itis essential that the engineers valve should be so constructedthat in case of emergency it can be shifted into position to permitunrestricted communication between When IOO

the train-pipe and the atmosphere, to the end that the pressure in thetrain-pipe may be suddenly lowered to the point necessary to securequick action of all the triple-valve mechanisms en the train.

Furthermore, these variouspositions of the engineers valve need notnecessarily be assumed in the order named, and the valve must thereforebe capable of shifting promptly from any one of the positions to anyother and still accurately perform all of the functions named. From theforegoing it will be apparent that the engineers valve lassal largenumber of functions to perform during? a great variety of movements,`andit will also be understood that the safe operation of the train dependsupon the accurate performance of these functions at all times. Itistherefore essential that the engineers valve be so constructed that itis notv liable to get out of order, easy to manipulate, and efficient inoperation.-

Engineers valves heretofore used have been of intricate and complicatedconstruction, with the various parts so arranged that Vthe Wear incidentto use speedily rendered lthem ineifective in operation and necessitatedfrequent repairs.

The object of the present invention is to provide an engineers valvewhich While accurately and efliciently performing the multiplicity offunctions required of such valves shall nevertheless be simple inconstruction and operation and with the parts so arranged that the Wearincident to use will be reduced to a minimum and shall not interfereWith the eflicient operations of the valve.

With these objects .in view my invention consists, first, in avalve-casing having ports therein leading to the main reservoir, thetrain-pipe, and the atmosphere, and a slidevalve in said casing, whichso controls the` train-pipe port as to place it in communication witheither of the other ports or to Wholly disconnect it'from both, butWithout at any time obstructing the free iioW of air through themain-reservoirport into the valve-casin g,

.thereby at all tim es maintaining in the valvecasing a pressure equalto that of the main reservoir. One-important result due to thisconstruction lies' in the fact that the valve may control the passage ofmain-reservoir pressure to the train-pipe and to the pumpgovernorWithout having placed upon it the function of controlling themain-reservoir port, thereby enabling its construction and;

operation to be greatly simplified.

The invention consists, secondly, in providing means for effectivelycontrolling the'wavedischarge valve, which operates to'discharge fromthe train-pipe the Wave or pulse of increased pressure occurring Whenthe engineers valve is moved from graduating to eX- cess or blankpositions. ItI has been proposed heretofore to control the opening andclosing movements of a Wave-discharge valve by attaching it to anabutmentinthe -form of a piston or-diaphragm,whichabutment is,when theWave-discharge valve is closed, exposed toan equilibrium of pressure onits opposite sides and Which is operated to open the disthrough arestricted passage.

charge-valve by a disturbance of such equilibrium,recourse being had toa supplemental reservoir to reestablish equilibrium of pressure andclose the valve. In contradistinction to this I mount my Wave-dischargevalve in connection With an abutment, so that the two constitute adifferential piston, the valve constituting the less face of the piston.Nori mally train-pipe air is admitted to one face ofl the abutment landto the oppositely-disposed face of the valve, and by reason of thedifferential areas ofthe abutment (which may be either of the piston ordiaphragm form) and the valve I obtain not an equilibrium of pressure,but a greatly-overhalancing pressure on the abutment to hold the valvefirmly to its seat. The face of the valve is in free and unobstructedcommunication with the trainpipe when the engineers valve is in release,blank, or excess positions, and the space in the wave-discharge-valvecasing behind the abutment .is connected to the train pipe In some formsof the device I cutoff the Wave-dischargevalve casing from thetrain-pipe by the graduating action of the engineers valve and vent itto the atmosphere, thereby leaving both sides of the differentialpiston-valve exposed to atmospheric pressure only, the valve remainingseated by reason of its own inertia. In other forms of the device Ileave the Wavedischarge-valve casing in free communication With thetrain-pipe during graduation, sothat when the tension of the train-pipeair is lowered by placing the engineers valve in graduating position thetension is equally lowered on the valve-face and on the opposing face ofthe abutment, thereby maintaining the differential pressure which keepsthe Wave-discharge valve closed. In either of these forms when theengineers valve is shifted from graduating to excess or blank positionthe pulse or Wave (caused by the sudden checking of the current of airiioWing through the trainpipe) strikes the face of the Wave-dischargevalve, opens it, and holds it openv till suflicient `air has passed tothe rear of the abutment through the restricted passage to restablishthe diferential pressure andclose the valve. The dwell of theWave-discharge valve or the time during Wh-ich it remains open isdetermined by properly proportionin g the atmosphere-port controlled bysaid valve and the restricted passage leading from the train-pipe to therear of the abutment. By this construction I am enabled to hold theWave-discharge valve firmly to its seat by a differential pressurerather than an equilibri um of pressure and am also able to entirelydispense with the use of a supplemental reservoir and the com plicationsincident thereto; and, finally, the invention' consists in certaindetails of construction and combinations of elements, all of Which willbe hereinafter described, and then pointed out in the claims.

f I have embodied in the accompanyi-ngdrawings one of the manymechanical expressions IIO which my invention may assume; but I wish itunderstood that such drawings are merely for the purpose of illustrationand are not to be taken as in any way defining the limits of theinvention.

In said drawings, Figure 1 is a central vertical section through thevalve and valve-casing, the parts being in release position and portionsbeing shown in elevation. Fig. 2 is a plan view ofthe casing with thevalve removed and a portion of the top of the casing broken away to showthe valveseat and the several ports therein. Fig. 3 is a diagrammaticoutline ot the valve and the ducts formed therein. Figs. 3 and 3 arecentral vertical sections of a preferred form of wave-discharge valve.Fig. 4 is avertical section on the line 4 4, Fig. 5, parts being inelevation, showing another form of wave-discharge valve in verticalsection. Fig. 5 is a view similar to Fig. l ,showing the parts ingraduating position. Fig. 6 is a dotted plan showing the positions ofthe several ports when the valve is in graduating posit-ion. Fig. 7 is asimilar view when the valve is in excess position, and Fig. 8 is a likeview when the valve is in blank position.

In the drawings, A represents the bottom 'or base portion of thevalve-casing, having passage A leading to the train-pipe and A2 leadingto the atmosphere, which passages open through ports a a2 to the upperface of said base-piece, in which face is formed the valve-seat B forthe valve B.

0,' Fig. 4, is a duct formed in the base-piece A and opening to saidvalve-seat I3 through port c and leadin gto the casing C' of thewavedischarge valve C.

D is a duct, also formed in the base A and having a port d opening tothe valve-seat B, the outer end of the duct being designed to beconnected to apump-governor, which governor acts to stop the pump whenthe pressure in the governor rises above a predetermined point, butpermits it to start when the pressure falls below such point. As suchgovernors are well known and form no part of the present invention, Ihave not thought it necessary to either show or describe the same.

A3 is the top portion of the valve-casing and has a pipe A4'leading fromthe interior of the casing to the main` reservoir. (Not shown.)

The two parts A A3 of the casin g are united in any suit-able way, as bybolts, so as to form an air tight joint, and the valve B slides withinthe valve-chamber across the ports a', a2, c, and d, formed in thevalve-seat B.

The valve B has formed in the bottom face thereof a recess or chamber b,Figs. l and 3, which recess has extending therefrom a duct b ot' such alength that when the valve is in graduating position, Figs. 5 and G, theduct extends part way over` the port a', thereby connecting said portwith the chamber ZJ; but when the valve is in release, blank, Fig. 8, orexcess, Fig. 7, positions the duct b', and hence the chamber h, is outof communication with the port a'. A second duct b2 extends from theside of the chamber b in position to register with or lie over the portc only when the valve is in graduating position, Fig. 6. A third duct b5opens to the face of the valve through two ports c c2, which ports areoblong in shape and so placed that in both the excess, Fig. 7, and theblank, Fig. 8, positions of the valve they respectively register withand connect the ports a. and c; but in all other positions of the valveone or both ot' the ports c' c2 are closed, so that no air can passthrough the duct b3 from the port a. Afourth duct b4con11nunicates withthe chamber b and with the face of the valve through suitably-spacedports d' d2. In excess position, Fig. 7 the port d registers with theport d in the valve-seat, and in graduating position, Fig. G, port dlf3registers with port d. In all other positions of the valve ports CZ' andd2 do not register with port d. A iifth duct h5 extends from the end ofthe valve inward and then downward, opening to the valve-face through aport d3, which registers with port d only when the valve is in blankposition, Fig. 8. It is to be observed, however, that when the valve isin release position the port d is uncovered and is therefore inunobstructed communication with the main reservoir.

E is a boss or hub turning upon a pin E', projecting upward from the topof the valve B, while the arm E2, attached to the hub E, telescopes withthe horizontal arm F on the shaft F', which passes outward through ascrew-cap G in the upper part A3 ot' the valvecasing, suitable packingbeing provided so as to permit the shaft to turn in the cap with anair-tight joint.

H is a handle keyed to the shaft F, which handle may be provided with asuitable form of spring-stop bearing in the circumferential recesshaving shoulders h', h2, h3, h4, and h5. (See Fig. 2.) By throwing thehandle to the left, so that the spring-stop thereon abuts the shoulderh', the valve is slid to release position. It the stop abuts shoulderh2, the valve is in graduating position, Fig. 6, from 'which it may beshifted to either the blank or the excess positions, Figs. 7 and 8, bycausting the stop to abut the shoulder h3 or h4, while by throwing thehandle so that the stop abuts the shoulder U on the extreme right thevalve will be shifted to emergency position.

`Vlien the brakes have been applied, they may be released byshitting thehandle of the valve so that the spring-stop thereon abuts the shoulder7i'. In this position the full pressure from the main reservoir ispermitted to enter the train-pipe and acts on the pistons of the triplevalves to return them to position to exhaust the brake-cylinders andrelease the brakes. The engineers valve may remainin this position(marked release in Fig. 2) while the train is running and until it isagain desired to start the air-pump to in- IOO IIO

crease the pressure in the main reservoir,

^ which latter object is accomplished by'moving the engineers valvefromk release to excess position. hasthus been attained iny themainreservoir, the valve may bey moved to blank orrelease positions, eitherof which stops the pump, (by admitting pressure to the governor,) butwill produce no other effect. When they movements. of the valve havetaken placel inthe order just named-ez'. e., from release to excess andfrom excess to blank or direct from re-l leaseto blank-the brakes are Eand the trai-n is in normal running condition, so that under thesecircumstances release,excess, and

. blank positions are all running, positions of the engineer-s valve. Incase, however, the valve is shifted from release to graduating oremergency position and then moved toexcess or to blank position thebrakes will remain applied while the valve is in either of said last twopositions, the only difference in excess and blank being thatin theformer the pump is working, while in the latter it is not. The result ofgoing to either of these positions from graduating position would betoidiscontinue the passage of air from the auxiliary reservoirs t0 thebrake-cylinders, but to retain the brakingpressure in said cylinders. Itwill thus be seen that excess or blank positionsl correspond to what; isknown in the art, as lap position, providing braking pressure has beenadmitted to the' brake-cylinders before the valve goes either toL excessor blank.

By flap position is meant the positionof the` engineers valve whichretains whatever air-pressure may be in the brake-cylinders, but resultsin a discontinuance of the passage of ai`r from the auxiliary reservoirsto the brake-cylinders.

Referring no w to Fig. 4, the wave-discharge valve C2, when seated,closes-communication between the ductr C and the port c3, leadingthrough the casing C to the atmosphere. Thev upper portion of the casingC forms, in effect, acylinder, which in the form shown inA Fig. 4 isconnected to the duct C by means ofaby-pass duct o4. Apiston C4,havingasurface area considerably in excess of that of the valve C2, plays inthe cylinder C3 and is connected to the Valve CZ by a suitable stem, asshown. Preferably that portion of the cylinder C3 between the valve andpiston is open to the atmosphere-as, for example, through the port c5.While this construction of wavedischarge valve is eective, I prefer, onaccount of its simplicity of construction., to use the form of valveshown in Figs. Standl 3h, in which the valve-casing C has a`chamberedhead or-cap C5 screwed thereon, soas to clamp a diaphragm C6 between thecap and casing.

This diaphragm may be made of any suitable material (rubber-coated clothbeing excellent for the purpose)and is perforated at its cen.- terforthe passagel therethrough of the valvestem, which is clamped to thediaphragm by `When the desired pressuresecuring the latter between a,shoulder on the I stem andsuitable clamping-nutsc7.l Instead of theductc4 form-ed in the bod-yofthe-valvecasing, as shown in Fig. 4, a ductc6 passes from the face of the valve C2 11p-through the valve-stem intothe chambered head O5 above the diaphragm. The space between the-valveC2 and the diaphragm C6 is preferably open to the atmosphere through theport c3, as the valve G2 does not lit the casingfair-tight. It will benoted that in Figs. 3* and 3% as well las in; Fig. 4, the port cs isshown as of smaller area thanvduct C, the reason for which will appear,`hereinafter.

Imay, if,| desired, attachthe wave-discharge valve directly to thetrain-pipe, as indicated in dotted lines in Fig. l, usi-ngeither'thejfor-m of valve shown in Figs. 3i*A and 3b or that of Fig, 4E.In this case the wave-discharge-valve casing is not vented to theatmosphere when the engineers valve moves to graduating position;` butthe di'ierence between the pressures exerted on the discharge-Valve andon the abutment is so lowered that the wave or pulse of air occurringwhen the engi-neers valve goes to excess or blank position isstrongenough to momentarily Openrthevalve.

Of course the relative areas of the valve andthe abutment, as well as ofthe vent-port and the restricted passage leading to the rearl of theabutment, are so adjusted that the pulse or wave shall be able to openthe discharge- 'valve and secure the dwell on said valve neoessary to.discharge said wave or pulse.

The operation of my improved engineers valve is as follows: VThe valvebeing thrown to release position, the ports a and d are uncovered 'andair is free to pass from the main reservoir to the train-pipe and to thepumpgovernor, the-reby operating the governor to stop the pump when thevrequired pressure is reachedrin the` main reservoir and also shift- .ingall the triple valves in the trainto release position, so that thebrake-cylinders are in communication with the atmosphereandthe auxiliaryreservoirs are, through the feed-in valves, in; communication with thetrain-pipe. If, now, it is desired to make a service ap.- plication ofthe brakes, the engineersvalve is shifted to the second or graduatingposition, Figs. 5' and 6. This 'vents the governor to the atmospherethrough duct D, ports d ddnct b4, chamber b, and port a2, andtherebystarts the pump. the cylinderA C3 of the wave-discharge valve throughducts c4 and C, port c, duct b2, chamber b, and port dito, theatmosphere, and at the same time it permits air to escape from thetrain-pipe through porta', duct b', chamber b, and port a2, and as soonas the pressure in the train-pipe has been lowered, say, three pounds,the engineer shifts his. valve to excess. or blank position, the formerif he desires to increase the pressure in the main reservoir and thelatter if such pressure is as high as, he desires it. The onlydifference in effect between the excess and the blank po- It also ventsIOO IIO

sitions is that in the excess position, Fig. 7, the pump-governor isvented to the atmosphere and the pump is running to increase thepressure in the main reservoir, Whereas in the blank position, Fig. 8,the port cl is open to the main reservoir through duct b5 and port d3,so that the governor stops the pump. In both excess and blank positionsthe train-pi pe is cut off from the atmosphere-port a2, and in both thetrain-pipe is connected through duct h3 with the duct C, so that thepulse or Wave of air, which would have a tendency to release the brakeson the forward cars, passes through the duct C, lifts the valve C2, andcauses a slight discharge of air to the atmosphere. Since, however, theport c3 is of less area than duct C, air is forced through the duct c4into the cylinder C3, and-owing to the differential surfaces of thepiston C4 and valve C2 the latter `is quickly closed. Owing to theoblong shape of the ports c c2 of duct b3 this action of the valve C2takes place whether the engineers Valve is shifted from graduating toexcess or to blank position, and in either of the latter positionspressure is retained in the brake-cylinders, as in a serviceapplication, provided the valve has irst gone to graduating position. Incase, however, the valve has been shifted from release position toeither blank or excess position there will be no pressure in thebrake-cylinders. In this case also it will be obvious that there will beno discharge of air through the wave -discharge valve, because thecylinder C3 has not been previously vented. When the valve is shiftedfrom release to excess position, the only effect is to vent thepump-governor to the atmosphere and allow the pump to start up, so as toincrease the pressure in the reservoir. To shift the valve from excessto blank position admits pressure to the pump-governor, and thus stopsthe pump; but to shift the valve from release to blank position producesno effect whatever. excess positions graduating action may be repeated,or the valve may be shifted to release or to emergency position. In thelatter case the main reservoir, the pump-governor, and thewave-discharge valve are shut off from each other, from the train-pipe,and from the atmosphere, while the large chamber b is broughtimmediately over the ports at' a2, so that an unrestricted passage isprovided from the train-pipe to the atmosphere, whereby the suddenreduction of pressure necessary to secure the emergency throw of thetriple valves is obtained. v

It will be noted that the valve-seat in the part A of the valve-casingis slightly cut away at each end, as shown at a: and y, so as to providefor wear and avoid any irregularities in the valve-seat, and this wearwill be even and equal throughout, so that the valve will at all timesform a close and effective joint with its seat, thereby preventingleaks, which would interfere with the accurate and reliable performanceof its numerous functions. As

From the blank or the shown, the casing of the wave-discharge valve isattached to the casing of the engineers valve and communication isobtained between the train-pipe and the wave-discharge valve onlythrough the engineers valve; but I may attach the wave-discharge valvedirectly to the train-pipe, as shown in dotted.

`and also to the chambered cap C5 above the diaphragm through the ductc6, and owingto `the difference in surface areas of the valve vcasin gand a wave-discharge-valve casin g having a suitable passage connectingthem, saidl engineers-valve casing having ports leading to the mainreservoir, the train-pipe and the atmosphere, with an engineers valveand a wave-discharge valve in their respective casings, said engineersvalve having ducts therein simultaneously connecting the train-pipe andthe wave-discharge-valve casing to the atmosphere when the engineersvalve is in graduating position and a third duct capable of connectingthe train-pipe and the wavedischarge-valve casing.

3. The combination of a valve-casing having ports leading to the mainreservoir, the train-pipe, the atmosphere, the pump-governor and aWave-discharge valve, with a slidevalve in said casing having ductswhich, in one position of thevalve, simultaneously connect thetrain-pipe, the pump-governor and the wave-discharge ports to theatmosphereport and which in a different position connect the train-pipeand wave-discharge ports, and the-pump-governor and atmosphere-ports.

et. Thecombination of the engineers valve and its casing, awave-discharge valve and its casing, said wave-discharge valve normallyseating against train-pipe pressure, with a movable wall attached to butexceeding in area the wave-discharge valve, said wall being exposed whenthe engineers valve is in IOO IIO

lap. position to train-pipe pressure on one side and to a less pressureon the other', and means a 'sliding valve in said casing moving over`said ports-and having ducts therein which 30 pl'eSSU I'e.

., venting the pressure on said wall to the atmosphere when theengineers valve is in graduating position.

1o port opening into said valve-seat, and an engineers valve sliding insaid seat and having two ducts formed therein, one of which connects thepump-governor port in said seat to lmain-reservoir pressure when theengineers t5 valve is in blank position, and the other of which connectssaid port to the atmosphere when said valve is in graduating or excesspositions.

6. The combination of a train-pipe having 2o a port leading therefrom tothe atmosphere,

a Wave-discharge valve normally closing said port against train-pipepressure, a movable Wall or abutment attached to but exceeding thewave-discharge valve in area, a duct leading from the train-pipe to aninclosed space behind said wall, thereby exposing said wall totrain-pipe pressure on one side, and a chamber on the opposite side ofsaid Wall in which the pressure is less than train-pipe 7. Thecombination of a train-pipe having a port opening to the atmosphere, avalve normally closing said port, a-piston attached to said valve by asuitable stem, said piston exceeding said valve in area, a large ductconducting train-pipe pressure to the valveface, a restricted ductconducting train-pipe pressure to the opposing face of the piston,` anda duct connecting the space between the 4o valjve and pistonto theatmosphere.

governor and to a wave-discharge valve, with.

a sliding valve insaid casing moving over saidl ports and having ductstherein which simul aneously connect the train-pipe, pumpgovernor andwave-discharge ports to the at- 5o inosphere-port in one position, andthe trainpipe port to the Wave-discharge port and the pump-governor portto the atmosphere-port in another position. l

9. In an engineers valve'the combination of a valve-casing in freecommunication with the main reservoir, and having ports leading to thetrain-pipe, the atmosphere, the pumpgovernor and toa wave-dischargevalve, with simultaneously connect the train-pipe', pump- Y governor andWave-discharge ports to the atmosphere-port in one position, andconnecting the pump-governor port to themain-reservoir port and thetrain-pipe port with the wave-discharge port in still another position.

10. The combination of the valve-casing having ports leading to the mainreservoir, the train-pipe, the atmosphere, the pumpgovernor andthewave-discharge valve,witl1 a slide-valve having ducts controllingcommunication between said ports, a revolving spindle having telescopicconnection with an arm projecting from said'slide-valve and a handleattached to said spindle and moving 1in the arc ofa circle.

1I. An engineers-valve casi-ng having trainpipe pump-governorand exhaustports, means simultaneously connecting the train-pipe and ypump-governor ports with the exhaust-port, and means for disconnectingthe train-pipe and exhaust ports While leaving the pumpgovernor andexhaust ports still connected.

12. Thecombinationof an engineers-valve casing having exhaustandpump-governor ports, with an engineers valve having means forconnecting and disconnecting said ports While the valve is in runningposition.

i l3`The combination of an engineers-val've gcasing having ports leadingto the exhaust and to the pump-governor with means connecting thepump-governorand exhaustports While the engineers valve is shifting fromrelease to emergency position.

14. The combination of an engineers-valve i casing having train pipe,pump governor,

Wave-discharge valve and atmosphere ports,

f with an engineers valve having a d uct connecting the pump-governorand atmosphere a ports in one position but disconnecting them in anotherposition,and a second duct connecting the train-pipe and wave-dischargef ports in both said positions.

15. The combinationof an engineers-valve casing' having exhaust andpump-governor 1 ports, with an engineers valve having means forconnecting and disconnecting said ports while the valve is inlapposition.

In testimony whereof I have signed this specification in the presence oftwo subscribing witnesses.

WILLIAM B. MANN.

' Vitnesses:

JOHN N. MATTHEWS,

JOSEPH T. GOTT.

IIO

